Builder&#39;s material conveyance



Oct. 31, 1944. w. E. ROBERTS BUILDER'S MATERIAL CONVEYANCE Filed NOVLZl, 1941 3 Sheets-Sheet 1 hw Q3 SQ 5 IN VENTOR. k/fl/[am 5 Rob ezzs E X NK Oct. 31, 1944. w ROBERTS 2,361,654

. BUILDERS MATERIAL CONVEYANCE Filed NOV. 21, 1941 3 Sheets-Sheet 2 a; a v

IN VEN TOR,

ATTORNEY BUILDERS MATERIAL CONVEYANGE Filed NOV. 21, 1941 5 Sheets-Sheet 3 INVENTOR.

M/A'am E Roberta @QQ? W ATTORNEY Patented Oct. 31, 1944 BUILDERS MATERIAL CONVEYANCE William E. Roberts, sari Diego, Calif., assignor to Charles L. Hoskins, San Diego, Calif.

Application November 21, 1941', Serial No. 419,928

6 Claims. tomes- 1) My invention relates to a conveyance for conveying builders material, particularly adapted for. conveying sand, gravel, cement or the like from place to place, particularly adapted for large building construction where the material has to be transported a considerable distance and the principal object of my invention is improvements over Builders material conveyance as set forth in the application of Herbert E. Moore and myself, which application resulted in Patent No. 2,222,086 issued November 19, 1940, and the principal objects of the improvements are:

First, to provide a conveyance of this class in which the hopper is stationary on the front of the vehicle and is provided with a gate for dumping material;

Second, to provide a conveyance of this class with a substantially direct connection of the engine with the drive shaft;

Third, to provide a novel dumping means for the hoppers;

Fourth, to provide a novel steering means for conveyances of this class;

Fifth, to provide a novel brake means for con-' trolling the conveyance on ramps, inclines or similar places;

Sixth, to provide a novel frame for supporting the hopper;

Seventh, to provide a novel main frame structure;

Eighth, to provide a novel conveyance control means;

Ninth, to provide a conveyance of this class in which parts now in use for other purposes are readily adapted and applied to my completed structure;

. Tenth, to provide a conveyance of this class which is easily controlled in substantially the same manner as an automobile;

Eleventh, toprovide a novel conveyance of this class;

Twelfth, toprovide a hopper gate of this class which may be operated from the rear by the driver or from the front in which case a desired quantity may be dumped; and

Thirteenth, to provide a conveyance of this class which is very simple and economical of construction, easy to operate, efficient in its action and which will not readily deteriorate or get out of order.

With these and other objects in -view as will appear hereinafter, my invention consists of certain novel features of construction, combination and arrangement of parts and portions as will be hereinafter described in detail and particularly set forth in the appended claims, reference being had to the accompanying drawings and to the characters of reference thereon which form a part of this application in which:

Figure 1 is a fragmentary top or plan view of my builders material conveyance showing portions broken away and in section to facilitate the illustration; 'Fig. 2 is a side elevational view thereof showing portions broken away and in section to facilitate the illustration; Fig. 3 is a rear end sectional view taken from the line 3-3 of Fig. 2; Fig. 4 is a fragmentary side elevational view of a portion of the power plant and control mechanism taken from the opposite sides from that of Fig. 2 of the drawings; Fig. 5 is an enlarged side elevational view of the hopper, the hopper support and hopper means control mechanism showing parts in section to facilitate .the illustration; Fig. 6 is anenlarged fragmentary sectional view taken from the line 6-6 of Fig. 5

- showing parts and portions in elevation to facilitate the illustration; Fig. 'l is a fragmentary sectional view taken from the line l--'| of Fig. 6 and Fig. 8 is a fragmentary sectional view taken from the line 8-8 of Fig. 6.

Similar characters of reference refer to similar parts and portions throughout the several views of the drawings:

The traction wheels I and 2, steering wheels 3 and 4, engine drive shaft 5, universal joint 6, differential casing l, supporting frame 8, hopper 9, hopper gate l0, hopper gate control rod ll, hopper gate control lever l2, crossheads l3, steering control wheel l4, seat [5, fuel tank l6, gear shift lever ll, power plant 18, control rods I9 and 20, brake lever 2|, gear shift rod 22, steering gear 23, pitman arm 24, drag link 25, radius rod 26, hopper gate guides 21, gate wedge 28, rollers 29 and 30, roller shaft 3|, engine radiator 32, clutch control lever 33, brake control lever 34, brake control shaft 35, balance weight 36 and engine hood 3! constitute the principal parts and portions of my builders material conveyance.

The traction wheels I and 2 are the .conventional type of automobile rear wheels provided with heavy pneumatictires to facilitate their operation on ramps, floors, rough places, streets and the like. tional automobile rear axle with the conventional differential I and with the conventional drive shaft secured to the front portion of the differential in the conventional manner of con- They are mounted on a convenstruction of automobile rear axles, differential and main shaft housing.

It will be here noted that the main bevel ring gear and differential casing are reversed so that they are on the opposite side of the driving pinion gear in the differential housing so that the wheels secured to the axles revolve in the reverse direction and it will also be noted that the axles and axle housings are shortened to provide a substantially narrow space between the traction wheels I and 2 so that the conveyance will pass through narrow doorways and other narrow places.

Positioned on the differential axle casing 1 near the brakes of the traction wheels I and 2 are main supporting frame members 8a, as shown best in Figs. 1, 2 and of the drawings. These frame members 8a form the main support for the power plant consisting of the engine [8 which is any conventional engine with conventional transmissions and clutch i800 with the drive shaft 5 in connection therewith, all as shown best in Fig. 2 of the drawings and all of which are conventional.

Connected with the shaft 5 is a universal joint 6 which connects with the differential "I, it being noted that the shaft 5 and universal joint and shaft 6 are short and contracted so that there is only a short space between the engine, transmission and clutch and differential so that the power plant and traction wheels are in close contracted relation to each other as shown best in Fig. 2 of the drawings.

The forward end of the frame members 8a are secured to the axle housing by means of U-bolts which extend over the axlehousing and connect with the forward ends of the members 8a, as shown in Fig. 5. The endsof the members to are angled near the steering wheels 3 and 4 and rest onthe front axle inwardly from said wheels some distance to permit the free action of the front wheels in steering, as shown best in Figs. 1 and 2 of the drawings.

The frame 8 is alsoprovided with horizontal frame members 80 which are. positioned above the frame members 8a and in spaced relation therewith. These frame members 80, as shown best in and 8d. As shown in Fig; 5 of the drawings, the

frame portions 8a are supported on the axle housing by means of the U-bolts 8). The frame 8 is also provided with horizontal frame portions so which are positioned above the frame portions 8a in parallel spaced relation therewith, as shown est in Fig. 2 of the drawings.

Supported on the rear end of these frame members 8g is the fuel tank l6 and the seat [5 which is positioned thereover.

The horizontal frame portions 80 are provided to support the hopper 9. This hopper 9 is rigidly connected with the horizontal frame members to intermediate the same, as shown best in Fig. 1

of the drawings. This hopper 9 is provided with a chute portion 9a at its lower side portion and this chute 9a is in open communicative relation with the hopper gate in which is slidably sup ported on the hopper gate guides 21, as indicated Zby dash lines in Fig.5 of the drawings. As shown site side edge is a control arm portion IOa which is rigidly connected with the roller shaft 3| by means of the washers 31a. This roller shaft 3| extends from opposite sides of the control arm Illa of the hopper gate l0 and supported on opposite ends of this roller shaft 3| are the roller bearings 29 and 30. The roller bearings 29, as shown in Fig. '7 is engageable with the tapered gate wedge 28. This roller 29 tends to force the loweredge of the hop-per gate l0 inwardly as it progresses downwardly on the inclined surface of the gate Wedge 28. The roller 30 is positioned in the crosshead i3 and is actuated by means of the hopper gate control lever [2 which is pivotally mounted on the journal member [2a, as shown bestin Figs. 5 and 6 of the drawings. As shown by dash lines in Fig. 5 of the drawings, the hopper gate iii is shifted away from the open side of the chute Qa when the hopper gate control lever I2 is shifted backwardly into. the dash line position carrying with it the roller 30 which is on the roller shaft 3! in rigid connected relation with the control arm Illa of the hopper gate Ill.

It will b noted that this hopper gate i0 is provided with a control arm Illa 'on each side edge thereof, as shown in Fig. l of the drawings. Each control arm Illa is connected with a roller shaft 3|, together with rollers 29 and 39 and the gate wedge 28.

Int rconnecting the crossheads I 3 at opposite side edges of the hopper gate in is the bar I3a which serves as a handle for raising the hopper gate in from the front of the conveyance and also is arranged to synchronize the operation of the crossheads Hi When actuated by the hopper gate control lever l2. As indicated by dash lines in Fig. 5 of the drawings, the rollers 3!] shift back and forth within the crossheads 13 as the hopper gate control lever i2 is actuated by'the hopper gate control rod l I which is a manual control rod pivotally connected to the hopper gate control lever I2 at its upper end, as shown best in Fig. 2 of the drawings. The opposite end of this hopper gate control rod II is reciprocally mounted in a bracket lib-and is provided with a. handle I la arranged to be grasped by the operator when it is desired to relieve the hopper 9 of the material carried therein. Itwill be noted that the hopper 9 is provided. with an inclined lower side 9?) upon which material gravitates toward the chute 9a. of said hopper S.

The steering control wheel I4 is a conventional automobile steering control wheel and is in connection with a conventional steering column I la with which is connected the conventional steer ing gear 23 having a conventionalpitman arm 24 secured on the operating shaft thereof, all as shown best in Figs. 2 and 3 of the drawings.

Pivotally connected with this pitman. arm to is adrag link 25 which is connected-with one of the steering knuckles 25o which are conventional automobile parts. Interconne'cting the steering knuckles 25a is the radius rod 25 which is arranged to synchronize the operation of the steering wheels 3 and 4 in connection with the steering knuckles 25a. It will be noted that these steering knuckles 25a are connected with opposite ends of a conventional automobile aX-le which has been shortened. As shown in Fig. 2 of the drawings, this steering control wheel l4, together with the vertical steering column Ma is positioned forwardlyof the seat l and rearwardly of the engin radiator 32.

This engine radiator 32 is a substantial honeycomb radiator having water therein for cooling the engine l8.

Connected with this engine radiator 32 is one end of the engine hood 3'! and this engine hood 3? extends forwardly from the engine radiator 32 and is supported on the rear end ofthe horizontal frame members 80.

In connection with the engine transmission IBa is the gear shift lever H. Pivotally connected with the upper end of this gear shift lever i1 is the gear shift rod 22 which extends over the engine hood 31 and is reciprocally rnountedv in brackets 371a and 3127, as shown best in Figs. 1 and 2 of the drawings' The rear end of this gear shift rod 22 is provided with an angularly and upwardly extending portion having a knob 22b thereon which may be grasped by the operator. A sideways motion of the gear shift lever H is accomplished by tilting the gear shift knob. 22b to the right or the left'which revolves'the gear shift rod 22 which is provided with an angularly extending portion 22a at its forward end which acts as a crank for laterally shifting the gear shift lever H. The forwardly and backwardly shifting operations of the gear shift lever ii are accomplished by reciprocation of the gear shift rod 22 in the brackets 31a and 31?).

Connected with the engine it are the conven tional clutch and brake levers of the conventional type used in connection with automobile engines. is the control rod [3. This control rod i3 is connected at its opposite end with the lever 33a which is actuated in connection with the shaft 331) of the clutch control lever 33. This clutch control lever 33 is operated by the left foot of the operator in substantially the same relation as is the operation of the conventional automobile clutch. Connected with the brake lever a is the control rod 23. This control rod 23 is pivotally connected at its opposite end with the lever 34a actuated in connection with the brake control lever 34. This brake control lever 34 is operated by the right foot of the operator in substantially the conventional relation as in the op eration of an automobile. v

Connected with the brake lever 23a is a link 2% which is arranged to revolve the brake control shaft 33. This brake control shaft 35 is provided with conventional bell crank levers for operating the brake rods 3511 as shown best in Fig. 2 of the drawings. These conventional brake control rods 35a are connected with the internal expanding brakes in connection with the traction wheels I and 2. As shown in Fig. 2 of the drawings, the brake lever is pivotally mounted on the frame member 89 and is an emergency brake lever operated by the left hand of the operator. Connected with this brake lever 2| is a rod 2 la. The opposite end of this rod 21a is connected with the bell crank 35b of the brake control shaft 35. As shown in Fig. 1 of the drawings, this brake rod Zia is provided with a slotted portion 2th at its connection with the bell crank 35b providing a slidable relation of the bellcrank 35b within the slotted portion Zlb of the rod 2|.

The operation of my conveyance for builders materials is substantially as follows: The engine I8 is first started and the operator then depresses the clutch control lever 33 and shifts the gear shift rod 22 forcing the gear shift lever I! into Connected with the clutch levers I9aspeed in reverse providing variable speeds the desired position selecting'the desired transmission gear. The operator then releases the clutch control lever 33 and the power is transmitted to the traction wheels I and 2 which moves the entire conveyance. v i 1 It will be here noted that the transmission I811 is provided with three speeds forward and one and gears for various operating conditions. 1 x When it is desired to stop my conveyance, the brake control lever 34 is pressed downwardly by the right foot of the operator actuating the lever 34a together with the control rod 23 which forces the conventional brake lever 23a forwardly carrying with'it the link 2011 which rotates the brake control shaft 35 and the brake control shaft 35 operates the brake rods 35a applying the brakes in connection with the traction wheels l and 2. If the brake lever 2i is forced forwardly, the rod 21a acts on the bell crank 35b rotating the brake control shaft 35 and applying the brakes by means of the brake rods 35a. This brake lever 2| may be set to hold the brakes in applied position for holding my conveyance on an incline or in any desired stationary position. When the hopper 9 is full of material and it is desired to empty the material from the hopper 9, the handle Ha of the hopper gate control rod H is grasped and pulled backwardly which shifts the hopper gate control lever l2 to the dash line position, asshown in Fig. 5 of the drawings, carrying with it the hopper gate ill and, permitting the material, to pass outwardly through vthe chute 9d oi the hopper 9. When closing the hopper gate E0, the hopper gate control rod i l is forced forwardly returning the hopper gate control lever. to the solid line position and carrying the roller 2| downwardly on the inclined surface of the gate wedge 28 which forces the hopper gate H] into closed tight fitting relation with the open side of the chute 3a and this roller 29 on the gate wedge 28 also tends to lock the hopper gate ID in the closed position, as shown by solid lines in Fig. 5 of the drawings.

As hereinbefore described opposite edges of this hopper gate Ill are actuated by identical mechanism which is synchronized by the bar l3a, as shown in Fig. 1 of the drawings. This bar we is rigidly connected with the hopper gate control lever l2 and rigidly'connects the crosshead l3 at opposite sides of the hopper gate ID.

The steering wheels 3 and 4 are secured on the steering knuckles 25a and are pivotally mounted in relation with the supporting aXle 25b. The pivotal relation of the steering knuckles 25a. is synchronized by the radius rods 23. The steering control wheel I4 is manually operated by the person driving my conveyance and the revoluble operation of this steering control 14 causes the steering gear 23 to shift the pitman arm 24 which operates the drag link 25 in connection with one of the steering knuckles 25a. Therefore this entire steering mechanism operates. substantially the same as the conventional steering gear of an automobile with the exceptions that it turns the rear wheels rather than the front wheels. The steering control wheel l4, however, is revolved in a corresponding direction with the operation of an automobile steering wheel for a right or left of my invention the construction, combination and arrangement substantially as set-forthin the appended claims.

Havin thus described my invention, what I claim as new and desire to secure by Letters Patenti's:

1. In a conveyance of the class described, the combination of, a hopper provided with a chute and gate means in its lower side, said chute and gate means including guides, a slidable gate member mounted on said guides, a lever for'shifting said gate on said guides, crossheads in connection with said leverand rollers engageable with said 'c'rossheads and connected with said gate.

'2. In a conveyance of the class described, the combination of, a hopper provided with a chute and gate means in its lower side, said chute and gate means including guides, a slidable gate member mounted on said guides, a lever for shifting said gate on said guides, crossheads in connection with said lever and rollers engageable with said crossheads and connected with said gate, and a handle means in connection with said crossheads and extending from said hopper for raising and lowering said gate.

3. Ina conveyance of the class described, the combination of, a hopper provided with a chute and gate means in its lower side, said chute and gate means including guides, a slidable gate member mounted on said guides, a lever for shifting said gate on said guides, crossheads in connection with said lever and rollers engageable with said crossheads and connected with said gate, a handle means in connection with'said crosshea'ds and extending from said hopper for raising and lowering said gate, and a handle controlled ro'd' extending from said lever in opposed relation to said handle.

4. In a conveyance of the class described, the combination with a vehicle, of a hopper supporting frame secured on the trout end of said vehicle, a hopper rigidly secured on the forward end of said frame provided with a chute and gate means at its lower front side, said chute. andgatemeans including guides, a slidable gate member mounted on said guides, a lever for shifting said gate on said guides, 'crossheads in connection with said lever, and rollers engageable with said crossheads and connected with said gate.

5. Ina conveyance of the class described, the combination with a vehicle, of a hopper supporting frame secured on the front end of said vehicle, a hopper rigidly secured on the forward end of said frame provided with a chute and gate means at its lower front side, said chute and gate means including guides, a slida-ble gate member mounted on said guides, a lever for shifting said gate on said guides, crossheads in connection with said lever, rollers engageable with said crossheads and connected with said gate, and a handle means in connection with said crossheads and extending forwardly of said hopper for raising and lowering said gate.

6. In a conveyance of the class described, the combination with a vehicle, of a hopper supporting frame secured on the front end of said ve hicle, a hopper rigidly secured on the forward end of said frame provided with a chute and gate means at its lower front side, said chute and gate means including guides, a slidable gate member mounted on said guides, a lever for shifting said gate on said guides, crossheads in connection with said lever, rollers engageable with said crossheads and connected with said gate, a handle means in connection with said crossheads and extending forwardly of said hopper for raising and lowering said gate, and a handle controlled rod extending backwardly from said lever along said frame in opposed relation to said handle.

WILLIAM E. ROBERTS. 

